18th annual conference on manual control.pdf - Acgsc.org

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The number of seconds between an aircraft and the previous aircraft when crossing the outer or middle marker was not significant for any condition. However, the variance between the intercrossing times was significantly larger for aircraft with CDTI than aircraft without (Levene F=9.29, df=158, p
DISCUSSION The findings of this study are not surprising. Basically the air traffic controllers handled the simulators as they would real aircraft, i.e. the controllers gave altitude and speed Changes to the air carrier aircraft and heading changes to the general aviation aircraft. The presence of a CDTI yielded no effect on separation violations which demonstrates no effect on safety due to the CDTI in the aircraft. There is larger variance in intercrossing times at the middle marker therefore, there is less consistency with CDTI-equipped aircraft. This may be tolerable since there is more information in the system, i.e. CDTI-equipped aircraft have redundant ATC traffic information. The differences in the types of communications due to the presence of a CDTI and the number of CDTI-equipped aircraft suggest the controllers are using the information in the traffic display to separate and sequence the aircraft. The clearances to follow another aircraft, for example, require the pilot to maintain visual contact with the aircraft and provide separation. These clearances were given on an average of 1.35 times per CDTI-equipped aircraft per flight. When an aircraft did not have a CDTI, there was not sufficient information to assume responsibility for separation from the preceding aircraft. As both controllers and pilots become more familiar with the CDTI, there will likely be additional differences in the communications which demonstrate other uses of the cockpit display of traffic information. 552
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AFWAL-TR'83-3021 PROCEEDINGS OFTHEE
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UNCLASS I FI ED SECURITY CLASSIFiCA
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CONFERENCE CHAIRMAN : FrankL. Georg
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Eleventh Annual Conference on Manua
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CONTENTS(Cont' d) PAGE 6. A FUZZY M
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CONTENTS(Concluded) PAGE 4. DEXTERO
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AN INFORMATIONTHEORETICMODELOF THE
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RISK AND DECISION PROCESSES IN MANU
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In order to investigate manual cont
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may represent particularly efficien
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Results are summarized in Fig.7: In
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TABLE 1 "..,_BORDER- ABOV_ ' BELOW
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0.25, !/% 0.25 " I)'I I 1 1 ' I -5.
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FIG .6 PERFORMANCE OPERATING CURVE
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TIMEDOMAIN IDENTIFICATIONOFPILOT DY
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The human limitationsmodeled includ
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RATING FROM SIMULATION I I , I I I
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The identificationmethod proposed i
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With regard to the remainingterms i
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The algorithm is as follows: 1) Sel
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CLASSICALRESULTS Up(S) " ' - YP Yc
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EXAMPLE PLANT: = 11,7 S ec(s) 3,67
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m m oo --_ ::_ ---I oo o
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Conversely, the "corrected" set use
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Although improvedmethods are curren
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A TEST OF FITTS' LAW IN TWO DIMENSI
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INTRODUCTION We have undertaken a m
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ecomes smaller as the tonic pupil s
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i i i • 1 .......................
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FIGURE 3 : Test conditions for pupi
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k_ (A) : [,'J o_:. \ -80- [_J [....
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DISCUSSION Before attempting anothe
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Edinger-Westphal nucleus. CONCLUSIO
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COMPUTATIONALPROBLEMSIN HUMAN OPERA
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These time series analysismethods h
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The parametersn and m were chosen u
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models with m > I, m = 1 is chosen
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SAMPLING INTERVAL 0.1 SEC Fig. 3-a
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where H(z) is the transfer function
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TABLE 1. TRANSFERFUNCTION.MODEL:WIT
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Although the time series analysis i
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(10) Jex, H. R., and Allen, R. W.,
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CL{ANGES IN HUMAN JOINT COMPLIANCE
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esponse, but what that might be rem
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esulting angular position and stret
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mechanical consequences of the myot
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Merton, P.A. Speculations on the se
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p_ 10.0 FREQUENCY (HZ) 1.0 II111 "o
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...... E RJR042/056 ANGLE TA EMG SO
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aooT I- jU >_ EO '__ o i// V_. - \m
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-100 300 AO UJ GLG589 .J O Z -100 J
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- 22 MIN CO um UJ • - -500 JLEO 3
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RECORD f (hZ) _ J B K CONTROL 1 1.8
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ABSTRACT for 18th
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4). For example,in order to optimal
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For example, when system error and
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REFERENCES I. Birmingham, H.P,, and
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Ar ea 2 / A1 Area 2_ -A2 -A1 X Theo
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determinedboth by his interfacewith
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Procedure The subject sat before th
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e used in designingdiscrete-timetas
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Factor Beta-weight Beta-weight Cour
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SUSTAINEDTURN POSITIONING EXTENDING
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DEVELOPMENT OF PERFORMANCE MEASURES
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performed all nine conditions. Ther
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REFERENCES Moray, N. 1979. Mental W
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|'0 _L_ o.S, K _/.s K/5" K/S_ - - -
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RATING CONSISTENCY AND COMPONENT SA
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also mounted on the left arm of the
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necessitating continued attention b
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4_4 4_4141 4_4_0 00 OVERALLWORKLQAD
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whereas increasing the bandwidth fr
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Figure 3. He.an ratings and signifi
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Figure 4.. Hean ratings and signifi
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Figure 5. Mean ratings and signific
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._ o ,.,_m F-_rt o :1 ,-q x €:._
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Level (_-.585, E
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ing related to Overall Workload or
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Steinlnger, K. Subjective ratings o
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discriminable changes in the score
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RESULTS The computed scores for eac
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In general, the results of the expe
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TABLE 2 Workload Assessment Techniq
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TABLE 4 Logical Classification of T
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1.0 1 Q.S N z_ = -O,S = _€ -1,0 L
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SESSION3: SIMULATIONAND MODELBASEDA
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_ation For Time DelaysIn FlightSimu
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AN AUTOMOBILEAND SIMULATORCOMPARISO
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particularilycritical during the ac
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performanceduring productionruns wa
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using roadway cues from the left la
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epresentingan automobilefor a later
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PerformanceParameters D OVER C - T
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TRANSFEROF LEARNING GROUP 1 (SIMULA
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5.25m l.Tm _- --- I / _ I I ! i i 0
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FIGURE4 INSTRUMENTEDVEHICLEDURING O
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AN OPTIMAL CONTROL MODEL ANALYSIS O
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current standards) could result in
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ft/sec and 1.42 ft/sec, respectivel
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Table i. PERCEPTUAL THRESHOLDS* Var
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m Variable "Maximum" Allowable Devi
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given in Table 4. Also shown in the
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Table 5. MODEL PREDICTIONS FOR DIFF
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ii A io o _ 9 Delay = 133 ms i .,-4
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i0 _. Delay = 133 ms o 1.4 I .,,4 _
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sensitivity of the OCM to increases
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[6] Ricard, G.L., R.V. Parrish, B.R
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Air Force Aerospace Medical Researc
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III. TASK ANALYSIS USING SAINT In o
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equired to detect the target, The c
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Examination of histograms of these
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EXP: SClII COND 19 (FLYBY 1, EW, EC
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conditions corresponding to particu
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o 0 _ oD _ • eo olo ooee ee I I I
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• oeo_ eeee eoJo 0 0 0 0 0 0 0 0
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REFERENCES I. Kleinman, D.L. and To
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screen according to a pre-defined t
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error signal. The error signal repr
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Similarly Fig. 11 ,12, and 13 prese
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.OO3- ,0_. .O01 Figure 6. Tracking
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(sNnaoot) _._aoa.LV 6U_M paxk:l ,aO
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2_ T v TRACK AZIMUTH ANGULAR RATECO
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itl ,ii11 i _l,lJl]illJ_ , i,'i , .
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manual control data to determine th
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elative cost penalty on control-rat
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pilot parameters. Conversely, a mat
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these changes to parameters that ar
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TABLE 2 Significance Test of Practi
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TABLE 3 Effects of Practice on Pilo
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variable(s) of interest. After para
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subjects, trained initially fixed-b
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A MODERNAPPROACHTO PILOTVEHICLEANAL
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Unfortunately,the methodology suffe
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DISTURBANCES lqw _ I ! i I MOTOR LA
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By validatingthat the OCM can be us
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SESSION4: MODELBASEDDESIGNAND CONTR
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VALIDATION OF AN ADVANCED COCKPIT D
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experimental program was conducted
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0 1 0 0 0 0 0 0 0 1 0 0 0 0 _2U° 3
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is repeatedfor several values of co
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assumption. Indeed, including the Y
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Display System Synthesis STATUS DIS
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THREE _IMENSIONAL PERSPECTIVE TUNNE
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Implementation of the flight direct
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Using these numerical results, the
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which will not be addressed at this
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move towards the observer, but the
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absolute levels of control performa
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REFERENCES (continued) i0. Grunwald
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and healthand safety data are accur
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DESIGN ISSUES IN EMERGING AUTOMATIO
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complacent. The second issueisa dir
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_ ' ': _ _: _:_i ¸ i_:_ ,:>_:_ _ '
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One of the difficulties of the mult
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overview, the other, detailed views
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Figures 8 and 9 depict displayedinf
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REFERENCES Ackoff,RusselL.,"Managem
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HUMAN - COMPUTER DIALOGUE FRAGMENT
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FTGURE 4 3i3
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FIGURE 6 ENTRY_CONTROL INFORMATION
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HIERARCHICINTEGRATEDINFORHATIONDISP
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GROUPEDPRIMITIVESINTEGRATEDDISPLAY
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of functions to be displayed; (3) t
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APPARATUS The mode selection task w
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CONCLUSIONSAND RECOMMENDATIONS The
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AN ANALYSIS OF CONTROL RESPONSES AS
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The data suggest the need for rethi
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The ideal flight display is one tha
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140 WIND- SHEAR z 12_0 CP \ k 0_ I0
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.6 ELEVATOR POWER SPECTRAL ANALYSIS
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left hand) on the right side of the
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the presentation of the stimulus wi
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at the bottom/center of the oscillo
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References Hartzell, E. J., Dunbar,
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typically located near the top of t
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7.1 ¸ It can be argued ni'ng,: e,x
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effect control. The two hands are p
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amplitude (A) and the narrowest tar
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Figure 5. The subject station with
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equal to 0.5 degrees per second ove
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CYCLIC MT IPSI CONT l m 1,155 1.387
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in the contralateral condition for
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slopes for the two conditions are s
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References 1. Fitts, P.M. & Seeger,
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CHARACTERISTICS OF A COMPENSATORY M
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of a subject via two sets of wet el
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experimental system contained an ad
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signals which are band-limitedat la
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are equal to McRuer and Elkind's av
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23. K. Tanie, S. Tachi, K. Komoriya
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I0 _ -...../..._ n, o.5 v_ x/,,,.._
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-(9- Fc=0.3 Hz Pl=10ms -_- Fc=0.5 H
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Fc=0.3Hz Fc=0.5Hz 10 Fc=0.8Hz 201 "
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e 20 20 em 10 •m ------ ------._.
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SESSION5: HUMAN-MACHINESYSTEMSAND C
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3. Model mimic techniques use a fai
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SOURCEHEAD PENDULUM _ LO\ I?_(_ =TC
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This Configuration Space with its C
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Y 6 Xo-- _ --_'-e s× C [BY,, to ,.
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In either the analytic or projectiv
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no longer holds. \ \ \ \\ \ \ ! \
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geometric machine with many moving
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Yo P w_ _ _ _7p t / , °p # # ; / i
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B. Minimum Information Storage Traj
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Each machine degree of freedom, as
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AXIS I FALSE ALARM" IAL ZONE TRUE C
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3. Kreifeldt,J., Kiel, R., Richichi
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PERCEPTUAL SCALING OF MOMENT OF INE
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DATA ANALYSIS Starting at the cente
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REFERENCES I. Kreifeldt,John G. and
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DEXTEROUS MANIPULATOR LABORATORY PR
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deviation appears to increase for T
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Fig. 2 Manipulator Task Board 424
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A DIRECTMEAN CTV MEAN • 3.3 TO 1
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which occur in the AFTI/F-16. In fi
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Table I - Newman-Keuls Multiple Com
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,_ Teta!Score MJ TrackingRelated _=
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(b co I 10 ;K FEED THROUGH H (Degre
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l, 4 Fo _.CE ST LC._,< l,d O,_ Figu
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i 1.:2 b l sPi..A¢ 9_.1"-!, EklT C
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proportional or preselected fixed r
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three microswitches. To latch safel
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Claw Control Three methods were imp
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C) Sensor display and visual access
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Note that the most time consuming s
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Table I. Time Performance Data of P
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CONTROL -_ BIAS POSITION BUTTON INP
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L_ Figure 3. Cylinderand Box Module
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A C B Figure 5. Latching Mechanism
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Ca) (b) (c) U"l Figure7. BerthingSe
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HELICOPTER INTEGRATED CONTROLLER RE
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METHOD Subjects. Subjects will be n
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illustrated in Figure 2. Subjects w
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amp. amp. amp. 4._ rrl _ -.4 --E [_
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TENTATIVE CRITERIA FOR CONTROLLERS
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simulator. Most soldiers who comple
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makes a mistake and is otherwise si
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The major future effort, other than
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FACTORSAFFECTINGIN-TRAIL FOLLOWINGU
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DISPLAY CONSIDERATIONS Location Our
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The three types of spacing cues ill
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that it tends to smooth out speed v
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symbology section, can also shed so
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If we apply the 50-second,5-percent
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REFERENCES I. Abbott, Terence S.; M
Page 503 and 504: TRAFFIC [ SELECTION CDTI ] SENSOR "
Page 505 and 506: cZ) P_ Figure6.- Conventionalcockpi
Page 507 and 508: \ 8_ Jacoxwaypoint"'_z_ JAC /kS_IG
Page 509: Figure I0.- Advanced cockpit CDTI f
Page 512 and 513: 300 r--- ,,. f 250- _/_j' _ GROUNDS
Page 514 and 515: CHARACTERISTICSOF LEADAIRCRAFT STEA
Page 516 and 517: _ ' i ' ' ' 300- GROUNDSPEED, 250-
Page 518 and 519: An informal analysis of projective
Page 520 and 521: on the metric line at the end of th
Page 522 and 523: Special thanks to Fumei "Amy" Wu of
Page 524 and 525: fig. 2 Tag Placement I _ EYE -_ ' E
Page 526 and 527: d.ing A'I"C.,c:harts, maps, weather
Page 528 and 529: - I _£2__ , r .I // !-Tr-\ \ \
Page 530 and 531: _'_Lm _ 030 . d 195 0S6 Figure 2: A
Page 532 and 533: Four instrument-rated general aviat
Page 534 and 535: TABLE I: Separation Violations that
Page 536 and 537: statist.ic:al analysis. Averages fo
Page 538 and 539: than without for" the pilots of the
Page 540 and 541: Figure 4 depicts the frequency of s
Page 542 and 543: Simulator Pilot Opinion At the conc
Page 544 and 545: communications with the addition of
Page 546 and 547: cared that the addition of CDTI int
Page 548 and 549: AIR TRAFFIC CONTROL OF SIMULATED AI
Page 550 and 551: joystick for the control yoke and a
Page 552 and 553: shown by a hexagon if the aircraft
Page 556 and 557: LIST OF AUTHORS 553
Page 558: AUTHORS CONCLUDED J. L. Lewis 440 E
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